Logging engine



Nov. l0 1925- s. B, GORBUTT LOGGING ENGINE Filed Dec.

20, 1923 5 Sheets-Sheet 1 k. ..-il -I wb Nov. l()l 1925- l 1,560,984

s. B. GORBUTT LOGGING ENGINE Filed Dec: 20. 1923 3 Sheets-Sheet 2 [Nl/wmf? 5 5 60m/surf 57m/1111mAh@ Nov. 10, 1925- 1,560,984

s. B. GORBUTT 4 LOGGING ENGINE Filed Dec. 20, 1925 3 Sheets-Sheet 3 Patented Nov. 10, i925.

unir-sn s'rarss incassi PATENT yOFFICE.

SIDNEY B. GORBUT'I', OF PORTLAND, OREGON, ASSIGNOR TO WILLAMET'IE IRON AND STEEL WORKS, @E PORTLAND, OREGON.

LoeGING ninemsn.

Application filed. December 20, 1923.

To all whom t may concern:

` Be it hereby known that l, SIDNEY B. GOR- Bufir, a citizen of the United States, and a resident of Portland, in the county of Multnomah and State of Uregon, have invented a new and useful Logging Engine, of which the following is a specification.

This invention relates more particularly to the logging industry and specifically to logging engines.

1n constructing this device iny inain ob- 'ject was the production of a two-speed mechanism for driving the main drum of a logging engine, which would be smooth in operation, simple in construction and inde-- pondent of accurately made or'close fitting parts.

A further object isto facilitate the re placement of friction elements, thereby reducing the loss of time in logging operations.

il.. still further objectis to greatly reduce the weight and over-liang of the speedchanging device, and eliminate the largo sliding parts such as gears, etc.

Still another object is the construction of the device in a manner that the release of the slow speed drive can be retarded until the high speed drive has taken up the desired amount of the load.

Logging engines having main drums capable of being driven at two speeds are of themselves not new, I have therefore directed iny efforts to an improvement in this class of machines for the better accomplishment of the objects mentioned above. lt will be understood that changes in speed of the main drum must be procurable while in motion and with as little gripping or jerking as possible, if the life of the parts and the safety of the operator and woodsmen are to be considered.

in the design of the shifting mechanism all large sliding parts have been eliminated.. The only large sliding member in the entire apparatus is the inain drum itself whose great width does not make this motion as undesirable as it would in the case of narrow gears, especially if loosely mounted on shafts or bushings.

l accomplish these results in the manner set forth in the following specification and illustrated in the accompanying drawings, in which:

Serial No. 681,692.

Figure 1 is a vertical transverse section through my device along the line 1-1 in Fig. 2, which is a vertical longitudinal section along the line 24-2 in Fig. 1. Figure 3 is a plan of the forward end of a logging engine extending back to the crank shaft, but omitting the well known boiler, engine, etc. ln this view a portion of the main drum is broken away for clearness. Figure lis a right side elevation of Fig. 3 at a reduced scale. Figure 5 is a horizontal section through the air admitting sleeve of which Figure 6 is, an end elevation. Figure l' is vertical transverse section through a modilied form of the device taken along the line ll-'T in Fig. 8, which is a longitudinal section taken along the line S-Sin Fig. 7. the modification shown in Figures 7 and S l have indicated the way in which one double acting cylinder can be employed as a substitute for two single acting cylinders illus-l trated in the preceding figures. Outside of the` omission of the springs and the in-V troduction of the piston rod guide there is little difference in the two forms disclosed.

Similar numbers of reference refer to the saine parts throughout the several views.

Referring to Figures 1 to@ inclusive., l have constructed my device on the side beams l() and 11 and the cross beam 12 and have included a center beam 13. A. drive shaft 'lll driven by the usual cranks 15 journals on the beams 10, 11 and 13.

main drum shaft 16 on the beams 11 and 13. Secured against the shoulder 17 on the shaft 16 is an internal gear 18 against whose web 19 are secured the friction blocks 20 which are adapted to engage a groove 21 in the flange 22 of the drum 23, which is slidably and rotatably mounted on the shaft 16..

A friction washer 2d bears against the hub 25 and against this washer is placed a thrust plate 26 to which are secured the rods 27, each of which is provided with a spring 2S which passes through a hole in the web 29 and bears against the web 30 of the drinn 23. `Nuts 31 are Vprovided on the rods 2? and are set to receive the spring thrusts when the blocks 2O are not engaging the grooves 21, thereby permitting the drum 23 to rotate without excessivevlateral friction.

In the slot 32 in the shaft 16 is placed a thrust bar 33 which bears `against the collar Near the forward end of the machine is journaled the 34 which, in turn, bears against a friction washer placed against lthe hub of the drum 23. A plunger 36 projects from the threaded end 37 of the shaft 16 on which is placed any convenient device (not shown) for actuating the plunger 36 which slides the drum 23 laterally into frictional engagement with the internal gear 18.

Journaling on the beams and 13 is an intermediate driven shaft 38. Rotatably mounted on the shaft 38 is a small gear 39 which mesh-es with the pinion 40 on the drive shaft 14. The gear 39 is provided with a friction flange 4l around which is placed a friction band 42. @n the shaft 38, near the beam 13, is rotatably placed the gear 43 which meshes With the pinion 44 on the drive shaft 14. rlhe gear 43 is provided with a friction flange 45 about which is placed a friction band 46.

Keyed on the shaft 38 is a driver 47 in Whose web 48 are mounted the opposite friction band shafts 49 and 50. The shaft 49 has formed on one end a rocker arm 51. A connection 52 supports the end of the shaft 49 and is secured to the driver 47 by means of the bolt 53. The bolt 54 passes through the connection 52 and the driver 47 and carries one end of the friction band 42. A bolt 55 is joined to the arm 51 by means of the bolt 56, and its opposite end is secured to the bracket 57 on the band 42 by means of the nuts 58.

On the opposite side of the driver 47 I have keyed a lever 59 on the projecting end of the shaft 49, and I have also formed a stop 60 for the lever 59 on the Web of the driver 47.

On the side of the Web 48 I have secured a cylinder 61 by means of the bolts 62. The piston 63 is joined by the connecting rod 64 to the end of the lever 59. An air inlet pipe 65, including a union 66, connects the cylinder head 67 with the channel 68 which passes through the hub 69, into the hole 70 in the shaft 38.

The shaft 50 has formed on one end a rocker arm 51A. A connection 52A supports the end of the shaft 50 and is secured to the driver 47 by means of the bolt 53A. The bolt 54A passes through the connection 52^ and the driver 47 and carries one end of the friction band 46. A bolt 55A is oined to the arm 51A by means of t-he bolt 56A, and its opposite end is secured to the bracket 57A on the band 46 by means of the nuts 58A. On the opposite side of the driver 47 I have keyed a lever 59A on the projecting end of the shaft 50. and also formed a stop 60A on the driver 47 for the lever 59A.

On the side of the Web 48 I have secured a cylinder 61A by means of the bolts 62A. The piston 63A is joined by the connecting rod 64A to the end of the lever 59A. An air inlet pipe 65A, including a union 66A, connects the cylinder head 67A with the channel 68^ which passes through the hub 69 into the hole 7 OA in the shaft 38.

Friction Washers 71 are placed between the hubs of the members 39, 47 and 43, and the bearings 72 and 72A and the usual bushings 73 are also employed.

0n the end 74 of the shaft 38 is secured a pinion 75 which meshes With the internal gear 18. On the end of the shaft 38, Which projects from the bearing 72, I have attached the liange spindle 76 by means of the bolts 77. A packing 78 is placed. between themembers 38 and 76. A hole 79 is drilled through the length of the spindle 76 and plugged at both ends. A radial hole 80 is drilled in the flange 81 into the hole 79 and plugged at its outer end. A hole 82 parallel with the hole 79 connects the holes 70 and 80.

A hole 83 is drilled through the length of the spindle 76 and plugged at its outer end, and connects at its inner end With a hole 70A. @n the spindle 76 is placed a flanged sleeve 84 having a central internal shoulder 85 H' which engages the split ring 86, Which is free to rotate in a groove in the spindle 76. Packing rings 87 are placed around the spin dle 76 against the members 85 and 86. A lantern ring 88 is placed against the packing 87 on the outer side of the shoulder 85 and covers the ports 89 which connect with the hole 83.

A lantern ring 90 is placed against the packing 87, which is on the inner side of the ring 86, and covers the ports 91 which connect with the hole 79. Packing 92 is placed against the lantern rings 88 and 90 and the glands 93 force the packing 87 and 92 into place. A street L 94 is provided on the sleeve 84 to admit lubricant to the Wearing surface of the ring 86 in its groove in the spindle 7 6.

Pipes 95 and 96 admit air to the lantern rings 88 and 90 under the control of the four-way valve 97 from the source of supply 98. Springs 99 and 99^ return the levers 59 and 59A to rest.

In the operation of the device it is desirable to retard the release of the loW speed gear 43 while throwing the high speed gear 39 into engagement, and it is therefore desirable to provide a cock 97A for the exhaust portof the valve 97 in order to retard. the release of the lou' speed band 46 until the high speed band has begun to pick up the load.

In some cases it may be desirable to accomplish the same results by the use of a check valve in one or both of the pipes 65 and 65A, which valve will open ivide to the application of air to the cylinders but will permit it to exhaust as gradually as desired by preventing the valves from seating per fectly, or in any other convenient manner.

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1f this condition is desired at both cylinders the exhaust port of the valve 97 may be controlled by the cock 97A.

In the modification shown in Figures 7 and 8 I have replaced the single acting cylinders 61 and 61A with one double acting cylinder 100 provided with cylinder heads 101 and 102. rlChe latter headl is provided with a stufling box` and a gland 103 for the piston rod 104 Which bolts to the cross head 105 mounted in the guides 106. A connecting rod 107 connects the cross head 106 with the single lever 108 keyed on the .friction band shaft 109, on one end of which is se cured a rocher arm 110 and to Whose other end is secured a rocker arm 111. 'lhe rocher arm 110 actuates the band 112 on the high speed gear 113 and the arm 111 actuates the band 114 on the low speed gear 115.

Air is admitted and exhausted at both ends of the cylinder 100 through the pipes 116 and 117 which connect with the holes 70 and A, as in the case of the first described form of the device.

The operation of the device is follows: When handling a heavy load with the main drum 23, air is applied to the cylinder 51A which causes the gear 43 to drive thc driver 47 which, in turn, through the pinion 7 t3 on the shaft 38, slowly rotates the internal gear 18. The drum 23 is made to rotate, as shown in Fig. 4;, by applying pressure to the plunger 36 sufficiently to secure the required amount of friction at the blocks 20.

rlhe shifting of speeds can be effecten, of course, when the drum .J3 is driven or running free` on the shaft.

The operation in the modified form shown in Figures 7 and 8 is the same as above described, it varying only in the means of producing the desired results.

Devices have been constructed in the past employing friction blocks in place of the bands utilized on the speed-changing section of my device. The inaccessibility of these elements and the difficulty often experienced in getting the proper blocks out on the job when needed, together with the great force needed to apply these frictions and the necessity of exerting this force through bushings and sleeves upon which other parts must ride, slide, or rotate, makes this type of vdevice undesirable from the standpoint economy in upkeep, power, time and first cost.

The greatest advantage of this arrangenient lies in the smoothness of operation, since the shifting of speeds can be effected without unduly straining the engine, lines, or spars. rlhere is no gripping or abrupt change, or complete release of the drive during a change of speed.

Since crank shafts or drive shafts are usually turned in the direction indicated in Fig. 1, by `introducing the intermediate shaft 38 and through it driving the internal gear 18, 1 am able to Wind a cable 118 on the top of the main drum and at the same time greatly decrease the drum speed with relation to that of the `drive shaft without the employment of unusually large gears. l am also able to apply the power for changing speed through the end of a relatively short shaft having a free projecting end.

In cases Where the internal gear is dispensed with by extending the shaft 355 across the beam 11 and driving the drum 23 with an external gear 1 am enabled to admit air to both ends of the shaft 38 through the use of simple swivel couplings instead of the sleeve 8&1. 1n other cases the drum 23 can be keyed directly on the shaft 38 where greater engine power is available to offset the loss in gear ratio, or when a higher speed drum of less power is desired.

1n Special cases where it is not convenient to supply air from the projecting end of a driven shaft it can be applied at intermediate points by placing the sleeve 841C over a bare portion of the shaft 38 instead of over the spindle 76.

By actuating the friction bands from the ydriving element instead of by lateral thrusts freni the outside of the mounting through the mounting itself, as is often done, much friction is eliminated. When friction blocks are used in two-speed devices of this char-` acter, the friction actuating device is usually attached to a projecting shaft end and rotated therewith. Owing to the enormous thrust which is required to secure the proper amount of friction, devices weighing from twelve to fifteen hundred pounds are often mounted on the end of the intermediate shaft, and it can be readily seen that to rotate this weight in its over-hung position adds greatly to the difficulty of the problem.

1n the ordinary use of friction blocks in two-speed devices for which 1 have substituted friction bands, much difficulty is encountered in keeping the friction blot-lts in proper adjustn'ient. @wing to the nature of their operation these blocks must be kept in the most accurate adjustment possible` since the existence of too much clearance is productive of serious shocks and strains during changes of speed. A laclt of clearance causes the premature wearing out of the blocks and a correspondingl loss by frio tion.

ln my device the adjustment of either band 4t2 or 16 is possible by the simple adjustment of the nuts or No special adjusting mechanism is required for this purpose.

1 claim: 1. 1n a logging engine, the combination of a driving shaft; a main drum shaft; a drum on said drum shaft; an internal gear driving said drum; an intermediate shaft;

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a pinion on said intermediate shaft meshing with said internal gear; a pair of unequal gears rotatably mounted on said intermediate shaft; pinions on said drive shaft meshing with said unequal gears; friction flanges formed on both of said unequal*l gears; friction bands around said flanges; a driver secured on said intermediate shaft between said unequal gears supporting the ends of said bands; and means for actuating both of said bands in a manner that one of said bands can remain partially applied while the other band is commencing its application.

2. In a logging engine; the combination of a driving shaft; a main drum shaft; a drum on said drum shaft; an internal gear driving said drum; an intermediate shaft; a pinion on said intermediate shaft meshing with said internal gear; a pair of unequal gears rotatably mounted on said intermediate shaft; pinions on said drive shaft meshing with said unequal gears; friction flanges formed on said unequal gears; friction bands around said flanges; a driver secured on said intermediate shaft between said unequal gears; band actuating shafts journaling in said driver and having a rocker arm formed on the band end of each band shaft; each band being secured to said driver and to a rocker arn'i; a lever on the opposite end of each band shaft; and cylinders mounted on said driver arranged to aetuate said levers in a manner to contract said bands upon said flanges when air is applied to their respective cylinders vvin a manner that both of said bands can be partially applied at the same time.

3. In a logging engine, the combination of a drum shaft; a drum on said shaft; a gear on said drum shaft driving said drum; a. clutch between said drum and gear; an intermediate shaft; a pinion on said intermediate shaft meshing with said drumgear; a driver on said interniediate shaft; unequal gears rotatably mounted on opposite sides of said driver; each of said gears having a friction flange formed thereon; friction bands around said flange carried by and actuated from said driver in a manner that both of said bands can be applied at the same time; a drive shaft; and pinions secured on said drive shaft meshing with said unequal gears.

el. fr logging engine having,` in combination7 two outer beams; a center beam; a drive shaft bearing on said three beams; two unequal pinions secured on said drive shaft; an intermediate shaft bearing on the left end and center beams; a driver secured on said intermediate shaft; a pair of loose gears on said intermediate shaft meshing with said unequal pinions, .said loose gears having friction flanges formed thereon; friction bands on said flanges supported by and actuated from said driver; air-operated cylinders on said Ydriver for actuating said bands in a manner to drive said driver through either gear or to resist the operation of the opposing band; an air distributor on the outer end of .said intermediate shaft for supplying air 'to said cylinders independently; a pinion on said intermediate shaft between `the center and right end beams; a drum shaft bearing across the center and right end beams; an internal gear mounted against a shoulder on said drum shaft; a sliding drum rotatably mounted on said drum shaft; a friction clutch between said internal gear and drum; and means for applying said last mentioned friction.

ln a logging engine; the .combination of a drive shaft; unequal pinions secured thereon; a drum shaft driven from said drive shaft; an internal .gear on said drum shaft; an intermediate shaft having a pair of longitudinal air passages formed therein; a distributor on said intermediate shaft for admitting air to eitherof said passages; unequal gears rotatably mounted on said intermediate `shaft having friction flanges formedthereon; a driver secured on said intermediate shaft between said gears; friction bands around said flanges carried by said driver; air actua-ted cylinders on said driver arranged to actuate said bands independently; a sourcel of compressed air; valve means for controlling the application of air to said cylinders; and an exhaust retarding means for the band actuating cylinders.

6. In a logging engine, the combination of a main drum shaft; a drum onsaid shaft; an internal gear on said shaft; a clutch between said drum and gear; clutch operating means for causing said drum to be driven through said internal gear; a drive shaft having two unequal pinions secured thereon; an intermediate shaft7 a speed changing mechanism on said intermediate shaft through which said internal gear is driven, consisting of unequal gears meshing with said unequal pinions, said unequal gears being rotatably mounted on said intermediate shaft; a driver secured on said intermediate shaft between said unequal gears; a. friction band clutch between each unequal gear and the driver; air-actuated cylinders on said driver for applying said clutches in a manner to drive said driver through either gear; and means for retarding the release of air from the cylinder which actuates the band on the larger gear.

SIDNEY B. GORBUTT. 

